Aeroplane.



A. G. PAXTN.

AEROPLANE.

APPLICATION FILED SEPT. z, 1914.

5v SHEETS-SHEET 1 Patented Jan. 5,1915.

A. G. PAXTON.

AEBOPLANE.

.APPLICATION-FILED SEPT. ze, 1914.

Patented Jan. 5, 1915.

6 SHEETS-SHEET Z.

A. G. PAXI'ON.

l ABROPLANE. APPLIGATION HLED SEPT.

Patented Jan, 11915.

5 SHEETS-SHEET 3.

Il 1 o A. G.. PAXTON.

ABBOPLANB. APFLI'oATIoN FILED SEPT. 26, 1914.

Patented Jan. 5, '1915.

l s SHEETS-SHEET 4.

A. G. PAXTON.

AEROPLANB. APPLICATION FILED SEPT. 2s. m14.

Llw., Patented Jan. 5, 19115.

5 SHEETS-SHEET 5.

AEROPLANE.

rieaeeo. Y

Specication of Letters Patent.

Patented Jan. 5, MM5..

Application led September 26. i914. Serial No. 863,719.

To all whom. it may concern Be it known that I, ALEXANDER GALLATIN PAX'roN, a citizen of the United States, residing in Greenville, in the county of Washington and State of Mississippi, have invented certain new and usefulllm rovementsv in Aeroplanes, of which thel ollowing is a the flying machine are connected by posts or speciiication.

l This invention has for its object to provide aeroplanes with novel and efficient means for directing and. arresting their Hight, for maintaining -or regaining their proper balance, for preventing their turning over and slipping or falling, and for facilitating and rendering safe their descent. For these purposes biplanes and other aeroplanes, or heavier than air flying machines, are provided with supplemental planes or wings some of which operate automatically while others are under the control of the driver. Such supplemental planes may all be applied to a single aeroplane and-used without interference or some of them may be employed without the others.

My improvements are illustrated in the accompanying drawings, in which- Figure 1 is a perspective view of a biplane, embodying my invention,the planes or wings being in the position they assume or in which they are held when the machine is running straight ahead, as indicated by the arrow. Fig. 2 is a similar view with some of the parts broken away in order to better illustrated other parts, and with some of the v planes adjusted to facilitate the easy descent of the machine. Fig. 3 shows a transverse section on the line 3--3 of Fig. 1. Fig. t shows a similar section on the line 1 -4 of Fig. 2. Fig. 5 is a perspective View, illustrating the construction and operation ol the top guard planes when set to arrest the advance of the aeroplane. Fig. 6 is a similar' view with the top guard planes in position to arrest the backward vturning of the inav chine. Fig. 7 is a front elevation of the biplane, showing the manner in' which the end planes operate. Fig. 8 is a detail view, showing some parts of one of the longitudinal planes, and illustrating how it is connected with the frame of the flying machine. Fig. 9 is a detail sectional view, showing particularly certain details of construction of the top guard planes and showing also some of the details of the longitudinal planes. Figpl() is a diagrammatic view, in perspective, illustrating some of the devices employed for operating the longitudinal planes.

I have shown my improvements applied to a biplane of well known type, but wish it understood that they may be used in aeroplanesor flying machines of other kinds.

'llhe upper and lower planes A and B of uprights a in the usual way, and the frames and covers of these planes may be of usual or any suitable construction.

I have indicated a frame a for the lower plane, provided with a canvas covering a2, and the upper plane is shown as comprising a skeleton frame b and a covering Centrally of the machine above the upper plane B. there is a guard plane C, comprising a plate or board c constituting a stationary frame and certain wings or planes hereinafter described. The board c is vertically arranged and extends fore and aft of the machine', being rigidly supported and attached to the frame ofthe upper plane in any suitable way.

Stay rods or braces d, d lextend diagonally upward from the ends of the frame of the upper plane to the top of the guard plane C and are fixed to the board c, as indicated. y

The top guard plane comprises the frame c, the front wings E and the rear wings F. These normally lie rather close to the frame c, as shown in Fig. l, but the rear wings should be normally slightly spread. rll`he inner ends of the four wings are hinged to the frame c at or near the middle thereof and they, are adapted to lie close to the frame as indicated in Fig. l or to assume positions perpendicular thereto, as indicated in Figs. 5 and 6. A

rl`he rear wings F normally lie relatively close to the frame c against the stops c. This is their condition during lflying, but if the machine tends to move backward or turn over in a backward direction they will spread in the manner indicated in Fig. 6 and arrest the backward turning movement of the machine. When the machine is advancing they will automatically assume their normal position relatively close to the frame c and will then not interfere with the progress of the machine.

The front wings E are normally held in their closed position close to the frame c by a latch Gr pivoted to the machine frame at g and normally held closed by a spring g.

The catch may be operated by a rod, cord or wire g2 which when a rod is employed may also he used to close the catch should the spring not be'used or should it fail to operate properly.' When the catch is released thefront wings are opened by the springs H attached to the wings and to the stay rods d. When fully opened the wings are automatically caught and held by the spring catches It which are of such construction that they will release the wings when they are pulled forward by the cords I,- the lower ends of which are within convenient reach of the driver occupying the seat J. The

, springs H need only besuflicient to partially open thez front wings as the air pressure will cause the wings to be fully opened as the machine advances. l

The rear wings of the guard plate operate .automatically in the manner before described to arrest or prevent the backward turning of the machine. The front wings serve to arrest the advance of the machine and the forward turning movement thereof so that the machine will be caused to descend slowly like a parachute with its main planes A and B in substantially horizontal condition. The frontwings E .ofy the guard plane may also be operated to in some degree direct the flight and regulate the balance 'of the machine as they may be controlled by the cords I, which it will be observed pass over suitable guide pulleys z'. lVhen the rod g2 is operated to release the catch G, the front Wings will fly open suddenly and engage the catches It, or by means of the cords I the driver may cause the wings to open slowly and one wing may be made to open more slowly or to a less extent than the other, and thus the machine may be to seine extent guided and its balance controlled.

While said top guard plane is useful for the purposes enumerated, improved results may be obtained by providing the machine with endvplanes L and longitudinal planes M.

The end planes L may be constructed in any suitable way, preferably comprising a frame Z and a canvas covering Z. Each end plane extends from lfront to rear of the aeroplane and at its upper end it is hinged to the frame of the machine near the top thereof. It extends downwardly from the upper plane inside the posts a and its lower edge is disposed preferably above the middle horizontaliplane of the machine.

During flying with no interfering winds or currents the end wings are disposed vertically and lie close to the posts, as indicated in Fig. 1 But whenl side winds or currents are encountered, or when crossing a gust or gale of wind, or when the machine is tilted, as indicated in Fig. 7, one of the wings swings inwardly as shown. ln this way the' air pressure is automatically relieved at one end of the machine and the pressure on the other end thereof is rendered more effective. By suitably driving or steering the machine each end plane may be withdrawn to the desired extent to regulate the balance of the machine.

The longitudinal planes M are mainly for the purpose of controlling the descent of the machine. Each of these longitudinal planes comprises a frame m and a canvas covering m'. These planes are arranged below the upper plane B and are hinged at their inner longitudinal edges to a rod N, attached to lthe frame of the upper plane B and extending from one end thereof to the other, midway between the front and rear thereof. Normally both members of the longitudinal planes are disposed in a' substantially hori- Zontal position, as shown in Fig. 3, and they are held in this position by springs O arranged above them and connected with their outer longitudinal edges in any suitable way, preferably by cords or wires o, passing over guide pulleys o. When thelongitudinal planese are raised or are disposed in the position shown in Figs. 1 and 3 they do not interfere with the flight of the machine, but when they are lowered to the position shown in Figs. 2 and 4 they arrest the forward movement of the machine, preserve its balance, and provide a parachute to cause said machine to descend slowly and steadily without danger of turning turtle. These longitudinal planes do not operate automatically but are controlled by mechanism actuated by the driver occupying the seat J.

Various devices may be employed for operating the longitudinal planes. Ono form of mechanism for this purpose is shown in the drawings. A horizontally arranged shaft Q, is mounted in bearings in suitable brackets c] attached to the frame of the lower plane A. This .shaft carries a series of pulleys R which are connected to the shaft and have attachedto them cords or wires S which extend to and are attached to the outer edges of the longitudinal planes M. The arrangement is such, as clearly indicated in Figs. 3 and 4, that hy turning the shaft Q in the direction indicated by the arrow Fig. 3), the cords or wires S may be wound on the pulleys R and the longitudinal planes may be lowered to the position shown iu Fig. Ll. By turning the shaft Q in the opposite direction the planes M may be allowed to assume their normal or horizontal position by being raised to this position by the spring O. i'

In order that the driver of the aeroplane may control the position of the longitudinal planes, I provide a detent lever T close to the drivers seat and connected with a pulley t in such manner that by turning the lever T said pulley may be turned. rl`hc lll) massen le pulley t is connected by means of a belt t with a pulley U keyed to the shaft Q. By releasing the detent and moving the lever T forward the shaft @Amay be rotated to a sufficient extent to draw the longitudinal planes downward to the position shown in Fig. a. If the detent be released and the lever 'I moved slowly backward the planes M will be raised to their normal position by means ofthe springs O. Instead of depending entirely' on the springs O to raise the planes M, I may provide the shaft Q with pulleys W, to which are attached cords or wires X, passing vertically upward to pulleys a2 above the planes M and over suitable guide pulleys to the outer longitudinal edges of the planes M. .These devices are illustrated more particularly in Fig. 10. When the shaft Q, is turned in a proper direction the longitudinal planes will be positively lifted in an obvious way. The cords or wires X are, however, mainly for the purpose of enabling the driver to prevent the opening of the longitudinal planes suddenly by the wind after they are released from the catch 'I`. He may, by the devices shown, cause said wings to open gradually or to any desired extent. The controlling devices X may be used instead of the springs O or conjointly with them.

In order to increase the parachute effect of the longitudinal planes M, I provide them, above and below, with end members Y and Z. The members Y, which are preferably made of canvas, are arranged above the planes M and are connected at their lower edges with the ends of the frame m. The upper edges of the members Y are attached to the frame of the upper plane B. Springs 1/ draw the end members Y inward when the planes M are elevated but When said planes are lowered the members Y are distended against the force ofthe springs y, indicated in Fig. 4:.

The end members Z are arranged at opposite. ends of the longitudinal planes M and below them. At their upper edges they are connected with the ends of the frames m and the lower edges of these members Z are provided with horizontallyV arranged sticks e which are connected by springs e with the frame of the upper plane B so that normally the lower end members are raised, to the position shown in lr ig. 3, but when the longitudinal planes M are lowered the end members Z are also lowered. Preferably corner pieces e2 are employed at each of the four corners of the longitudinal planes. By these arrangements, when the longitudinal planes are lowered a good parachute effect is obtained, the air being confined within the parachute and cross currents excluded. The end members Z are connected by cords fw with pulleys R2 on the shaft Q.

The various supplemental planes or wings may be used singly or together or conjointly under different conditions to control the sta.- bility or balance of the' aeroplane, to guide it,y to prevent its turning turtle or capsizing, and to cause it to descend steadily and safely when so desired. I have not illustrated' in theV drawings the aeroplane motor, driving mechanism and some other necessary parts of flying machines as they form no part of my invention. The various planes, both main and supplemental, are indicated clearly in the drawings, but no attempt has been miideI to show all details'of construction as these may be of the usual kind employed in aeroplanes of the class to which my invention relates. I claim as my invention:

I. An aeroplane provided above its main plane and midway between the opposite ends thereof. with a guard plane parallel with the line of flight and comprising wings mounted to turn in opposite directions about a vertical pivot and to thus open to positions transverse to the line of flight, and means for holding said wings in open position.

2. An aeroplane provided above its main planel and midway between the opposite I ends thereof with a guard plane parallel with the line of flight and comprising wings mounted to turn in opposite directions about a vertical pivot and to thus open to positions transverse to the line of flight, means for holding said wings normally closed, means for releasing said wings, and means for holding them in open position.

3. An aeroplane provided above its main plane and midway between the opposite ends thereof with a guard plane parallel with the line of flight, and comprising wings mounted to turn in opposite directions about a vertical pivot and to thus open to positions transverse to the line of flight, means for normally holding said wings closed, and means for releasing said wings and for holdingthem in any desired position.

4. An aeroplane provided above its main plane and midway between the opposite ends thereof with a guard plane parallel with the line of flight, and comprising a staticnary board (c), wings (E) mounted to move in opposite directions about a. vertical pivot away from said board c and to thus open to positions transverse to the line of flight, and means for holding said wings in open position.

5. An aeroplane provided above its main plane and midway between the opposite ends thereof with a guard plane, comprising wings'mounted to turn in opposite directions` about a vertical pivot connecting their front ends with the aeroplane and to thus open to positions transverse to the line of flight when the aeroplane tends to move backward or turn over in a rearward direction.

6. An aeroplane provided aboveits main plane and midway between the opposite ends thereof with a guard plane comprising a board (c) parallel with the line of flight, wings on opposite sides of said board mounted to turn in opposite directions about a vertical pivot connecting their front ends with said board and to thus open to positions transverse to the line of flight.

7. An aeroplane having a stationary upper p'lane and under planes below said upper plane normally parallel therewith but hinged at their inner edgesto said upper plane to move about an axis transverse to the line of Hight, and meansfor drawing the upper edges of said under planes toward each other and for holding them in positions inclined in opposite direction to the upper plane.

8. An aeroplane having a stationary upper plane and under planes below said upper planes normally substantially parallel therewith but hinged thereto at their inner edges to move about an axis transverse to the line of flight, and means for drawing said under planes downwardly and inwardly toward each other and for holding them in suchcendition.

9. An aeroplane having a stationary npper plane and under planes below said npper plane normally substantially parallel therewith but hinged thereto at their inner edges to move about an axis transverse to the line of flight, means for drawing said under planes downwardly and inwardly toward each ether and for holding them in such positions, and extensible and collapsible end Walls connecting said upper and under lanes.

10. n aeroplane having a stationary upper plane and planes below said upper planes normally substantially parallel therewith and hinged thereto and having extensible and collapsible end walls above and below them.

In testimony whereof, I have hereunto subscribed my name.

ALEXANDER GALLATIN PAXTON.

'vitnesses HUGH CHALMERS VVATsoNi L. A. BELL. 

